Hydraulic brake system



R. K. JEFFREY HYDRAULIC BRAKE SYSTEM Dec. `22., 1941.

Filed Aug. 4, 1939 8 Shee-ts-Sheec` l www.;

f Mmmwwuf /N VEN TOR ROBERT K JEFFRD; BY

' A TT'X Dec. 23, 1941. R. K, JEFFREY 2,267,656

HYDRAULIC BRAKE SYSTEM Filed Aug. 4, 1959 8 Sheets-Sheet 2 O Si' HIGH PRESSURE ACCUMULTOR N ROBERT KJEFFREw;

R. K. JEFFREY HYDRAULIC BRAKE SYS TEM 8 Sheets-Sheet .3

Filed Aug. 4, 1939 /M//VTOR ROBERT KJEFFREY, BY Mm 717 M,

ATT'X Jw fr ww ww w @www ww wt Dec. 23, 1941. R. K. JEFFREY' 2,267,656

HYDRAULIC BRAKE SYS TEM Filed Aug. 4, 1959 8 Sheets-Sheet 4 combina VEN TOR.'

ROBERT KJEFFREW;

Dec. 23, 1941. R. K. JEFFREY 2,267,656

HYDRAULIQ BRAKE ASYS TEM Filed Aug. 4, 1939 8 Sheets-Sheet 5 l? .I4 /205 g ROBERT K. JEFFRB; l

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` AU'Y Dec. 23, 1941.

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R.. K. JEFFREY HYDR'AULVICMBRAKE SYSTEM Filed Aug. 4, 1939 8 Sheets-Sheet 6 Dec. 23, 1941. R. K. JEFFREY 2,257,656

'HYDRALIC B`RAKE SYSTEM Filed Aug. 4, 1939 8` Sheets-Sheet 7 Ef?. 30 y /N VEN TOR RoBER-r I'QJEFFREYl BY 8 Sheets-Sheet 8 /Nl/E/yro/e ROBERT K. JEFFREY,

- HTTX R. K. JEFFREY HYDRAULIC BRAKE SYSTEM Filed Aug. 4, 1939 Dec. 23, 1941.

Patented Dec. 23, 1941 HYDRAULIC BRAKE SYSTEM Columbus, Ohio, assignor to The J eifrey Manufacturing Company, a corporation of Ohio Application August 4, 1939, Serial No. 288,387

19 Claims.

This invention relates to a hydraulic brake system particularly adapted for controlling heavy vehicles, such as mine locomotives, trucks, tractors and other similar devices.

An object of the invention is to provide a hydraulic brake system which is particularly adapted to control the brakes of vehicles of the above mentioned type and to regulate the braking action at any desired variable value as circumstances require.

A further object of the invention is to provide a hydraulic braking system in which hydraulic uid under pressure is accumulated and available even though the pump of the hydraulic system has stopped.

Still another object of the invention is to provide a hydraulic system in which the hydraulic fluid is maintained at a substantially constant pressure at the control valve regardless of the pressure of the hydraulic uid delivered from the pump.

Another object of the invention is to provide a hydraulic braking system in which the pressure of the hydraulic fluid supplied to the brake actuating mechanism is readily controllable at any desired pressure.

A further object of the invention is to provide a hydraulic braking system which may be applied to a multiple locomotive mine train and be controlled from any one of a plurality of the locomotives while at the same time requiring a minimum of space.

Still another object of the invention is to provide mechanism to economize in the use of hydraulic fluid which is under high pressure.

A further object of the invention is to provide an improved hydraulic fluid pressure accumulator.

Still another object of the invention is to provide an improved automatic pressure reducing valve for a hydraulic system.

A -further object of the invention is to provide a novel high pressure uid economizer.

Another object of the invention is to provide an improved hydraulic control valve which is normally balanced and also one which varies the pressure of the hydraulic fluid flowing from the truck of Fig. 15;

it at any predetermined value according to the valve setting.

Still another object of the invention is to provide a wheel driven pump to insure* hydraulic pressure during motion of the vehicle. 1'

Other objects of the invention will appear hereinafter, the novel features and combinations being set forth in the appended claims.

In the accompanying drawings,

Fig. 1 is a plan view of a mine locomotive including the hydraulic braking system of my invention;

Fig. 2 is a side elevational view of the mining machine of Fig. 1;

Fig. 3 is a piping diagram of the hydraulic brake system of my invention showing the operating mechanisms schematically;

Fig. 4 is an enlarged view taken on the line 4-4 of Fig. l looking in the direction of the arrows;

Fig. 5 is a longitudinal sectional view of the accumulator;

Fig. 6 is an end view of the accumulator of Fig. 5;

Fig. 7 is a longitudinal sectional view of the economizer;

Fig. 8 is a combined of the control valve;

Fig. 9 is an enlarged end view showing a detail of the control valve of Fig. 8;

Fig. 10 is a sectional view taken on the line Ill-I0 of Fig. 8 looking in the direction of the arrows;

Fig. 11 is a sectional view taken on the line I I-Il of Fig. 7 looking in the direction of the arrows;

Fig. 12 is an enlarged View of automatic brake adjusting mechanism;

Fig. 13 is an enlarged view of a brake actuating hydraulic jack;

Fig. 14 is a plan view of a truck chassis incorhead end of the plan and sectional view porating a modied form of hydraulic brake system comprising my invention;

Fig. 15 is a side elevational view of the truck the chassis of which is illustrated in Fig. 14;

Fig. 16 is a side elevational view of a powercontrolled valve and a manually operable hydraulic control cylinder of the combination hydraulic brake system of Fig. 19;

Fig. 17 is a sectional view of the manually operable hydraulic cylinder of Fig. 16;

Fig. 18 is a sectional view showing the brake operating mechanism for each of the wheels of Fig. 19 is a piping diagram with certain mechanical parts illustrated diagrammatically, of the combined power and manually operable braking system employed with the truck of Fig. l5;

Fig. 20 shows a pipingdiagram of the system of Fig. 3 with the economizer omitted;

Fig. 21 is a side elevational View of two mine locomotives of a train connected in tandem;

Fig. 22 is a piping diagram of the preferred Fig. 23 is a schematic illustration of a wheel "drive for the pump.

Referring to Figs. 1 and 2 of the drawings, there is illustrated a mine locomotive incorporating the hydraulic brake system of my invention, and while the system is susceptible to more general application as for example, in connection with trucks, tractors, or any other similar heavy equipment, it is particularly useful in combination with a mine locomotive because of the fact that these mine locomotives are quite limited in size, particularly in their height, and it is essential that the brake mechanism require a minimum of space while at the same time affording very positive and efficient action. It is also very useful with tandem locomotive units.

As seen by reference to Figs. l and 2 of the drawings, the mine locomotive comprises a main frame 29 formed-'of a pair of spaced side plates 2|, 2l the ends of which are connected by crossplates 22, 22. Each cross-plate 22 carries a combined bumper and coupler 23 which is preferably inthe form of a heavy casting which is bolted to adjacent cross-plate 22.

The main frame 29 is supported upon four wheels 24 adapted to ride along rails 25 of a mine track. Wheels 2li are rigidly attached to axles 26, 26 which are journaled in spring mounted journal boxes 21, 21. The axles 26, 25 are driven by electric motors 28, 23 which derive power from a mine trolley 29.

It is to be noted that the locomotive is provided with dual controls and that it may be controlled from either end; and to this end there is a seat`30 for the operator at each end adjacent which is an electrical motor controller 3l, a control valve 32 for the power operated hydrzauilc brake system and a handv wheel 33 for mechanically operating the braking system.

It-:is to be noted that each hand wheel 33 is mounted for free rotation and carries a feed screw v34 which feeds into a nut 35 carried on a laterally extending equalizer bar 36 one end of whichis connected to a brake operating chain 31, the other end of which is connected to a brake operating rod 38. The chain 3T and rod 38 for the hand wheels at opposite ends of the locomotiye are on reverse sides thereof, as clearly illustrated in Fig. 1 of thedrawings.

On each side of the locomotive and cooperating with both wheels 24 .on a single side is a braking mechanism designated generally by the reference character 39. Said braking mechanism 39 comprises brake shoes 49, 40 one associated with each of the wheels 24, each of` which shoes 40 is pivotally mounted upon a bell" crank lever 4| which is pivoted at its upper end to a side plate 2|. Also pivotally attached to each bell crank lever 4| is an operating lever 42, said operating levers 42 beingconnected together at their bottoms by an adjustable connecting link 43, the opposite ends of which are pivotally attached to the bottoms of said levers 42. Also connected between the two levers 42 is aA coil spring 44 which urges the tops of levers 42 towards each other about their pivotal connections to said link 43. It is evident that this coil spring 44 therefore biases the brake shoes 40 to their released or non-operating positions.

Directly above the coil spring 44 and connected between the two levers 42 is a hydraulic piston motor or jack 45 illustrated in detail in Fig. 13 of the drawings, whichl is adapted to be expanded or contracted to apply or release the braking mechanism 39 in a manner hereinafter described more completely.

Referring to Fig. 13 of the drawings, it may be pointed out that said hydraulic piston motor or jack 45 comprises a cylinder 46 pivotally attached to the left-hand lever 42, as viewed in said Fig. 13, within which is a sleeve type hollow piston 41 which is pivotally attached to the other lever 42. A fluid-tight packing box 48 is provided at the head end of the cylinder 46 which, of course, provides for ready sliding movement of the piston 41 in the cylinder 46 While at the same time preventing leakage of hydraulic fluid or oil therefrom.

As clearly illustrated in Fig. 13 of the drawings, the hydraulic conduit or feed pipe i9 feeds the bottom of the cylinder 46 and by the feeding of hydraulic fluid under pressure through said feed pipe 49 and the releasing of the hydraulic fluid under pressure therefrom the hydraulic piston motor or jack 45 may be expanded to apply the braking mechanism 39 or released to effect a releasing thereof.

Directly above the hydraulic piston motor or jack 45 is an automatic brake adjusting mechanism 50 illustrated in detail in Fig. 12 of the drawings. Said automatic brake adjusting mechanism 50 comprises a generally cylindrical casting 5| which is pivotally attached to the lefthand lever 42, as viewed in Fig. i the drawings, by a lost motion connection provided by elongated slots one of which is seen at 52 formed in the bifurcated head of the casting 5| which slots 52 cooperate with the pivot pin 53 carrying at; opposite ends retaining washers and cotter keys.

Slidable within a central bore 54 in the casting 5| is a cylindrical rod 55 having a bifurcated head which is pivotally attached to the other lever 42. Rod 55 is provided with ratchet teeth 56 which cooperate with a spring-pressed detent 51 carried in a well in the casting 5|. It is evident by reference to Fig. 12 of the drawings that the rod 55 may slide freely to the right with respect to the casting 5| with the detent 51 ratchetng over the teeth 55, but movement of said rod 55 toward the left with respect to said casting 5| is prevented.

It is evident from the structure of said brake adjusting mechanism 5U that the two levers 52 may freely move with respect to each other without any relative movement between the casting 5| and the rod 55 to the limits provided by the slots 52. However, any greater movement in an outward direction results in an expansion of the effective length of the brake adjusting mechanism 50 and this insures a relatively fixed amount of slack in the braking mechanism 39.

The upper ends of the two levers 42 are pivotally attached to the aforedescribed chains 31 and rods 38 of the manually operable brake mechanism. That is, each of the braking mechanisms 39 has a chain 31 pivotally attached to the top of one of the levers 42 which acts to accumulate slack when the brakes are released and a rod 38 pivotally attached to the top of the other member -42. Furthermore, as clearly seen by reference to Fig. l of the drawings, from each hand wheel 33 there is a chain 31-and a rod 38 leading to a braking mechanism 39.

Itis thus evident that the brakes may be applied to the mine locomotive either by operating either of the manually controllable hand wheels 33 which provides for a purely mechanical braking mechanism operable from either end of the' locomotive, or by controlling the hydraulic piston motors or jacks 45 associated with each braking mechanism 39, which also may be controlled by control valves 32 from either end of the locomotive.

Whenever a hand wheel 33 is operated to move the bar 36 rearwardly one of the levers 42 on each side of the locomotive is moved to brake'applying position by swinging the top thereof with respect tothe pivot provided at its bottom by the connecting link 43 which, of course, expands the link mechanism 42, 42 to apply the brakes.

Also, upon the expanding of the two hydraulic piston motors or jacks 45, which are operated together so as to apply the braking mechanism 39 on both sides of the vehicle simultaneously, the levers 42, 42 are expanded or moved away from each other about the pivots at their bottoms to apply `the brake mechanisms.

When the hand wheels 33 are operated to the brake releasing position and the hydraulic piston motors -or jacks 45 are released, the coil springs 44 associated with the two braking mechanisms 39 will operate to release the braking mechanisms and swing the two levers 42 toward each other at their tops by swinging them about their pivotal axes at their bottoms.

Attention is now directed particularly to Fig. 3 of the drawings, which discloses schematically the hydraulic system for controlling the braking mechanisms 39. 'Ihe Ihydraulic control system comprises an oil or hydraulic iluid sump or reservoir 58 from which the hydraulic iluid is derived by a pump 59 by way of pipe 60 and from which it is fed by pipe' 6I to the rear end of a high pressure hydraulic fluid accumulator 62. The pipe 63 branches from the pipe 6I and leads to the head end of the accumulator 62 through a check valve 64 which allows the hydraulic iluid to flow toward said head end but prevents reverse flow thereof.

The function of the accumulator 62 is two-fold. u

In the first place it accumulates hydraulic uid lunder relatively high pressure which is available though the pump 59 has ceased to operate. Inl

the second place it is provided with reducing valve means so that the pressure of the hydraulic fluid delivered from the accumulator is substantially constant over a large range of operation regardless of the pressure in the accumulator or the pressure delivered by the pump 59. Attention is now directed particularly to Figs. 5 and 6 of the drawings which illustrate in detail the structure of the accumulator 62. Said accumulator comprises a cylinder 65 which forms a housing having its rear end closed by an internal head 66 which is preferably welded at its periphery to the interior wall of the cylinder 65. Cylinder 65 also carries a head plate 61 at its head end which is removably clamped to the cylinder 65 by four corner clamping screws 68 (Fig. 6) which thread into threaded apertures in a square plate 69 welded to the exterior of the cylinder 65 adjacent the head end thereof.

Within the cylinder 65 is a movable piston 10 formed by two parts 1I and 12 which are removably clamped together by a bolt 13. Betweenthe parts 1I and 12 of piston 10 there is a leak-proof cup washer 14 formed of composition material.

Between the left hand face of the piston 18 and the rear head 66 ls a large helical compression spring 15 within which is a smaller helical compression spring 16 which is oppositely coiled. 'Ihe two springs '15 and 16, of course, urge the piston 10 toward the right, as viewed in Fig. 5 of the drawings.

The hydraulic iluid delivered from the pump 59 normally ilows by Way of pipe 63 to the head plate 61 where it is received by a chamber 11 formed in said head plate 61 and from which it ows by diagonal bore 18 to the interiorof the cylinder 65 between the head plate 61 and the piston 10.' This hydraulic fluid is generally fed at a relatively but variable high pressure, which as an illustration may be a maximum of nine hundred pounds per square inch when the accumulator is full, and it is effective` to force the piston 10 to the left against the action of the springs 15 and 16 consequently storing up within the cylinder 65 in a reservoir formed therein between the head plate 61 and the piston 10 an amount of hydraulic iluidor oil which is available for use to operate the hydraulic jacks 45 at any time whether the pump 59 is operating or not.

Whenever a predetermined amount of oil has been accumulated in the accumulator 62' so that the coil springs 15 and 1li are compressed almost to a solid condition, for example, within one- -sixteenth of an inch of a solid compression, 'and thus to a maximum pressure, a mechanism is provided within the accumulator 62 to form a substantially no-load by-pass for the pump 59.

This by-pass mechanism comprises an elongated cylinder 19 positioned centrally of the cylinder 65 and rigidly attached to the rear head 66 by an integral head 8|] which is welded thereto. The head receives the previously mentioned pipe 6| by means of a fitting 8l and has formed therein a chamber 82 housing a spring-pressed check valve 83 which is normally closed due to the pressure thereon provided by the spring and the hydraulic fluid in the pipe 6l. However, whenever the piston 18 has moved to the predetermined position above mentioned, the check valve 83 is positively opened by mechanism comprising a rod 84 which is loosely attached by a pin 85 to the head of bolt 13 and which extends into the cylinder 19 and abuts a coil spring 86, the other end of which coil spring abuts a floating piston 81 within the cylinder 19. The piston 81 carries oppositely extending projections 88 and 89. The coil spring 86 is relatively weak, but it is stronger than the coil spring of check valve 83, and even though the projection 88 is moved into contact with the check valve 83 the latter will not be opened due to any compression of the spring 86, because of the high pressure on the check valve 83 caused by the high pressure hydraulic uid, but it will be quickly opened whenever the projection 89 comes into solid contact `with the end of the rod 84 and additional movement of the rod 84 is transmitted to the check valve 83 through the solid linkage including the piston 81 and projections 88 and 89, for once the seal of valve 83 is broken, the hydraulic pressure tending to seal said valve 83 drops appreciably and spring 86 causes it to open very rapidly.

This opening of the check valve 83 is elected when the piston 1ll has reached its predetermined position as above described. Such opening of the check valve 83 allows hydraulic iluid to flow into the cylinder 19 from which it can freely flow by means of ports 90 into the cylinder 65 tothe left of the piston 10. This willinsure the cylinder 65 being substantially full of hydraulic fluid or oil at all times.

There will be no pressure created in the cylinrear head 66 is provided at its top with a return or drain pipe 9| which leads to the sump 58.

As long as the accumulator 62 is substantially full of hydraulic iluid under high pressure, the aforedescribed no-load by-pass for the pump 59 will be provided and in fact the piston 10 can move to the right from its maximum position of movement to the left, for an appreciable distance, before the no-load by-pass for the pump 59 is shut oi. After a predetermined movement of the piston l0, however, to the right from said maximum position, the no-load by-pass for the pump 59 is shut oli and the output thereof, if it is in operation, is again delivered to the head end of the accumulator 62. This operates in the fol lowing manner. Upon any withdrawal of high pressure fluid from the accumulator 62 while the above mentioned no-load by-pass is effected as aforedescribed, the piston l@ will, of course, move to the right with a similar movement of the rod 6d. Due to the fact that the spring 96 is stler than the spring associated with the check valve 89, the check valve 93 will be maintained open for some movement of the piston l@ and until spring 86 has been expanded sufliciently that the spring of check valve 83 plus the small pressure drop of the hydraulic fluid flowing past check Valve 69 is sulcient to overcome it and close the the check valve 63. Once check valve 63 is closed the by-pass for pump 59 is, of course, shut o and the output required to be fed to the pipe 69.

It may additionally be pointed out that the cylinder i9 carries ports 92 which are for the purpose of preventing any hydraulic lock in the cylinder 'i9 when the piston Bl is between the ports 96 and 92 and the piston l@ and rod 6d move toward the left. That is, the rod 69 may act as a piston in cylinder 'i9 and ports 92 provide a free release of the oil between rod 66 and piston 8l.

It is thus evident that the accumulator 62 operates automatically to accumulate a predetermined amount of hydraulic fluid under high pressure between the piston l@ and the head plate 6l and provides a no-load by-pass for the pump 59 Whenever this predetermined amount of hydraulic uid under high pressure is accumulated and removes the no-load by-pass from the pump 59 whenever the volume of the accumulated hydraulic uid under pressure is4 reduced to a predetermined amount. It is further evident that this hydraulic iluid under high pressure is available for operating the braking mechanisms 99 even though the pump 59 is no longer in operation.

As aforementioned, another feature of the accumulator 62 is that it delivers the hydraulic fluid under pressure for use at a substantially constant pressure regardless of the pressure of the fluid delivered to it. As an illustration, the hydraulic fluid may be delivered from the accumulator at a pressure 'of six hundred pounds per square inch regardless of the pressure of the uid delivered to it provided the pressure of the delivered uid is equal to or in excess of this value. To this end I provide what is, in effect, a reducing valve which is formed in the head plate 61 and which is best illustrated by reference to Figs. and 6 of the drawings.

The chamber 'I1 Within the head plate 61 leads to a chamber 93 by way of a port 94 of predetermined size formed in a removable fitting threaded in said head plate 61. Within the chamber 93 is a check valve including a ball 95 and a spring 96 der 65 to the left of the piston 10 because the which overcomes the effect of gravity, urging it into closing position with respect to the port 94. 'I'he ball 95 is also contacted by a piston 91 which is surrounded by the coil spring 96 and which slides through a bore in the head plate 61. Piston 91 is connected to another piston 98 in a cylindrical bore 99 in the head plate 6l by a rod |00. A coil spring lill within the bore 99 urges the piston 96 downwardly as viewed in Fig. 5 of the drawings. I

0n the bottom of the piston 96 is another coil spring m2 which rests on an adjusting screw H13 which is within a well i6!! in the head plate 6l to which access is aorded by a removable screw plug m5. A bore m6 leads from the interior of the cylinder 65 to the cylindrical bore 99 below the piston 96 so that the hydraulic uid under high pressure in the cylinder 65 communicates with the piston 96 by way of bore 866. The port 99 has the same cross-sectional area as the bore 99. It is therefore evident that the pressure on the ball 95 will be the same as'the pressure on the piston 96 which is due to the high pressure hydraulic fluid and these two forces will be in opposite directions and consequently will counterbalance each other.

It may be noted, as best seen in Fig. 6 of the drawings, that the chamber 93 communicates by right angle bores till and it@ with a pressure pipe or conduit E69 which leads directly to opposite ends of one of the aforementioned control valves 32 (Fig. 3) and it is, of course, this pressure pipe 969 which conducts the hydraulic uid under the regulated high pressure for subsequent use in the system,

The liquid must flow past the check valve 95 into the pipe U69 When the brakes are to be applied by operation of the valve mechanism 92, and this may occur at any time even while the accumulator is being lled with the hydraulic pressure medium.

The forces of the springs 96, l6l and 62 may be considered as a single spring, taking into account the fact that spring lul is positive in character and springs 96 and m2 are negative in character, and their resultant is adjustable by adjusting the screw m3, whereby the pressure of the hydraulic uid fed to the pipe B69 may be adjustably determined at any desired value.

For instance, if the pressure in the supply pipe is 900 pounds per square inch, the pressure in the chamber 99 may be predetermined to be 600 pounds per square inch by adjustment of the screw H93 which effects adjustment in the tensions of the oppositely acting springs illl and E62. The equation for equilibrium would then be 900 times the area of the port 96 plus 600 times the area of the piston 9'! plus the resultant spring pressure equals 900 times the area of the piston 96 plus 600 times the area of the port 99. Since the area of the port 94 equals the area of the piston 96, the equation may be simplified by eliminating from one side of the equation the 900 times the area of the port 9d and eliminating from the other side of the equation the 900 times the area of the piston 98. By solving'the equation, it can readily be seen that the desired resultant spring pressure will then be 600 times the diierence between the area of the port 94 and the area of the piston 91.

An analysis of the forces acting to effect closure of the'check valve 95 when the pressure in the chamber 93 reaches 600 pounds per square inch while the pressure in the supply pipe 63 is 900 pounds per square inch will clarify the foregoing equation. The back pressure of 600 pounds per square inch in the chamber 93 acts on the bottom of the ball valve 95, as viewed in Fig. 5, over the area of the port 94 and such back pressure also acts on top of the piston 91. Also acting upwardly on the ball 95 is the spring 96. Acting downwardly on the pistons 91 and 98 is the spring and acting upwardly on the piston 98 is the spring |02. Also acting downwardly on the ball 95 is the 900 pounds per square inch and there is also an upward pressure on the piston 98 of 900 pounds per square inch and since these balance each other they may be eliminated from the equation.

The resultant action of the springs is downward as viewed in Fig. because the downward force of the spring |0| is greater than the combined upward forces of the springs 96 and |02.

The structure at the right-hand end of Fig. 5 is shown vertical and so described to facilitate disclosure but it should be understood that it may occupy anyA desired position including a horizontal position or an inclined position.

It may be pointed out that a pipe ||0 leads to the interior of the cylinder 65 adjacent the high pressure end thereof and to pressure gauges there being one adjacent each of the control valves 32 so the operator at either operating station may be apprised of the pressure of the iuid in the accumulator 62.

In addition, the bore 99 communicates by means of cross-bores I i1 and ||8 with a drain pipe ||9 which feeds into a main return or drain pipe |20 connecting with the aforedescribed drain pipe- 9| leading to sump 58. This provides for free drainage of any hydraulic uid reaching bore 99 above the piston 98, as viewed in Fig. 5 of the drawings.

This hydraulic iiuid under a .regulated high pressure iiowing in the pipe |09 as distinguished from the hydraulic fluid under unregulated high` pressure owing to the pipe 63 is fed to one of the control valves 32 where another reducing action is effected which may be readily adjusted over a wide range so that the pressure of the hydraulic fluid delivered from the valve 32 may be readily adjusted.

Before describing the structure of the control valves 32 it may be pointed out, as shown in Fig. 3 of the drawings, that the hydraulic fluid is conducted by pipe |09 to one of the control valves 32 and thence by a pipe ||2 to the other of said control valves 32 from whence it ows by pipe ||3 to an economiser ||4 which economizes the use of the high pressure hydraulic fluid from which economizer hydraulic fluid is delivered by way of pipe ||5 to the previously mentioned feed pipe 49 leading to the two hydraulic piston mo- I tors or jacks 45 connected in parallel.

It may be stated that only a single operating handle ||6 is provided for the two control valves 32 and it is so arranged, as hereinafter described, that said handle ||6 can be removed from one control valve 32 for use on the other control valve 32 by adjusting the one control valve from F which the handle is removed to the full on position, under which conditions, as hereinafter described, the hydraulic fluid flows freely through the control valve 32 from which the handle ||6 has been removed, without effect.

Attention is now directed particularly to Figs. 8, 9 and 10 of the drawings in which the structure of the two control valves 32 is fully disclosed. The hydraulic fluid under regulated pressure is fed by pipe |09 and by branch |2| thereof to chambers |22 and |23 respectively, formed in the base |24 of the control valve 32. A longitudinally extending bore is formed between the two chambers |22 and |23 providing cylinders |25, |26 and |21 which, of course, are the same size and are in axial alignment. Associated with the cylinder |26 is a chamber |28 which leads to a drain pipe |29 connected to the return or drain pipe |20. Intermediate the chambers 22 and |28 is a chamber |30 which is connected by right angle bores |3| and |32 to the aforedescribed pipe ||2. The bore 32 also communicates with the aforementioned cylinder |26.

Slidably mounted in the cylinder |21. is an elongated piston |33 which extends into the chamber 23 at one end and into an enlarged cylindrical chamber |34 at its other end, which other end abuts a coil spring |35 which in turn abuts a piston |36 adapted to slide between cylinders' |25 and |26. The piston |33 is provided with a notch |31 which receives the head |38 of an operating lever |39 which is attached to the bottom of an upright shaft |40 (see Fig. 10) which extends through a removable cover plate |4| removably attached to the base |24, as by screws |42. As clearly illustrated in Fig. 10 of the drawings, a packing gland or stuffing box |43 is provided for the shaft |40 in the cover plate The shaft |40 is provided with a square head to receive a square opening in operating handle ||6, which handle carries at its bottom a lug |44 carrying a, pair of spring-pressed balls |45, |46, the former of which is ladapted to ride on an arcuate surface |41 formed on the cover plate 4| and at selected points to drop into notches |48 and |49, the former of which indicates the drain position of the valve 32 and the latter of which indicates what is termed the lap position which, as hereinafter described more completely, is the position of the handle I6 when the piston |36 laps the chamber |30.

The ball |46 is part of a signalling mechanism which also includes an adjustable arcuate plate |50 adjusted lfor rotary movement with respect to the cover plate |4| by virtue of the elongated slots |5| associated with the clamping set screws |52 which thread into the cover platei4l.

It is to be noted by reference to Fig. 8 of the drawings, that the plate 50 is provided with a ledge |53 and the plate I 50 is so adjusted that the ball |46 hits the ledge |53 just before the braking action of the braking mechanisms 39 is sufflcient to slide the wheels 24 of the mine locomotive. As is well known, the dynamic friction is less than the static friction and consequently the maximum braking action is not effected when the wheels 24 of the mine locomotives are sliding on the mine rails, but said maximum braking action is effectedjust before the braking mechanisms 39 lock said wheels 24.

'I'he ledge |53 provides a slight shock which can vbe-ielt in the handle ||6 as it is moved in a clockwise direction from the drain position which is at the extreme right hand position, as illustrated in Fig. 8, to the full on position which is in the position actually illustrated in Fig. 8 of the drawings, thus signalling to the operator when the maximum braking action is eilected. The

accordance n a cap |52 which so overhangs the handle H6 that said handle H6 can only be removed from the head of shaft |40 when it is in the full on position or the position illustrated in Fig, 8 of the drawings. When in this position it may be readily removed by being lifted vertically. When the handle i i6 is in the full on position the parts of the control valve 32 are in the positions illustrated in Fig. 8 of the drawings and it is to be noted that a free passageway is thus aiorded from the pipe |06 to the pipe ||2 by way of chamber |22, cylinder |25, chamber |30, bore |3| and bore |62.

To effect a progressive reduction in the pressure of the hydraulic fluid delivered to pipe H2 the handle I6 is adjusted counter-clockwise f'rom the position illustrated which produces a progressive decreasing pressure in the fluid delivered to said pipe l2 until said pressure is zero when ball |65 falls in the lap notch |49, under which conditions the piston |36 extends to the left from the position illustrated in Fig. 8 into the cylinder |25 or, in other words, it laps the two chambers |26 and |30.

In the actual operation of the valve 32 the movement of the lever H6 in applying the hydraulic brakes is, of course, effected in a reverse direction from that above described, that is, the handle H6 at the operator's position will normally be in the drain position, or with the bali |435 in the'drain notch |612. It may be pointed out that under these conditions the spring |36 is compressed solid and the piston |36 is moved to the left from the position illustrated in Fig. 8 so that free passage is provided between. the chambers |32 and |26 by way of cylinder |26.

Under such conditions it is, of course, evident.

that the hydraulic piston motors or jacks i5 are free to contract and drain the hydraulic uid through pipe 29, as hereinafter described in complete detail.

An operator in operating the handle H6 to apply the brakes of the hydraulic control system will move said handle H6 rst from the drain position to the lap position which is without noticeable eiect externally but which within the control valve 32 is effective to move the piston |36 to the aforementioned lap position in which the free passageway effected by the drain position between chambers |32 and |26 is cut oil?. If the handle H6 is moved further in a clockwise direction from the lap position this produces an expansion of the coil spring |35, which expansion is progressively increased with progressive movement of the handle H6 in a clockwise direction, and as aforementioned, is effective to supply hydraulic fluid to the pipe H2 under progressively increasing pressures, there being a predetermined pressure in the pipe H2 for each position of the handle H6 varying from zero when the handle is in the lap position to the maximum available which, in the illustration given, is six hundred pounds, when the handle H6 is inthe full on position illustrated in Fig. 8 of the drawings.

Furthermore, for any position whatever of the handle H6 the pistons |36 and |33 are in balance and consequently it is not necessary to latch the handle H6, but it will remain in any position to which it is adjusted. This is because of the fact that both of the pistons |33 and |36 are sub- Jected on their outer ends to the pressure in the pipes |09 and |2| and are of the same area. Furthermore, the inner ends of the two pistons |33 and |36 are subjected to the same pressure which is the pressure in the pipe l2 and in bores I|3|, |32 and chamber |36.

As above mentioned, when the handle I6` is in the lap position, piston |36 laps the chambers |26 and |30 and this, of course, preventsany flow of hydraulic uid from pipe |09 to pipe H2, particularly because of the lap of piston |36 over chamber |36. If the handle H6 is then moved in a clockwise direction the spring |35 is expanded an amount determined by the extent of said clockwise movement. This expansion of the spring |35 allows the high pressure, of six hundred pounds per square inch in the illustration given, in the chamber |22 to move the piston |36 to the right due to the reduction in the force provided by spring |35, which allows a flowv of hydraulic fluid through the chamber |36 and bores |3| and |32 to pipe H2 which is ultimately l employed to expand the. hydraulic motors or jacks Q5. After a relatively small amount of flow of fluid, as aforesaid, it is evident, of course, that the pressure in bore |32 will increase over what it previously was and this acting on the right hand face of the piston |36 together with the force of the spring |35 acting thereon in an amount determined by the position of handle H6 will force the piston |36 again into lapping position with respect to the chamber |30. In other words, whenever handle H6 is moved to any desired position between the lap position and the full on position an amount of hydraulic fluid is fed from pipe |03 to pipe H2 by way of chamber |22, cylinder |25, chamber |30 and bores |3| and |62 to create a predetermined pressure in the bore |32 which may be of a variable value as determined by the position of the handle H6 and as soon as this predetermined pressure is realized in accordance with the setting ofthe handle ||6, piston |36 automatically returns to the lapping position with respect to the chamber |36. In other words, the handle H6 adjusts the pressure which the spring |35 exerts on the piston |36 depending upon the position of said handle H6 and consequently the pressure in the pipe H2 may be selectively adjusted to any value from the maximum of six hundred pounds per square inch, in the illustration given, to zero, by adjusting the position of the handle H0. Furthermore, as above pointed out, the forces acting on the pistons |33 and |36 are always neutralized and consequently the handle H6 will stay in any position to which it is adjusted without requiring any locking thereof. Still further, any tendency toward pressure variations in chamber |32, such as might be caused by pumping of ajack 45, due to wheel eccentricity or' other causes, is fully compensated for.

Still further, the series circuit of the two valves 32 is provided by virtue of the fact that when the parts are adjusted to the full on position there is a wide open passageway between the pipes |09 and H2. This also applies to the similar pipes H2 and H3 associated with the control valve 32 at the top of Fig. 3 of the drawings.

As was previously pointed out, after the hydraulic fluid has passed from the pipe |09 through the two control valves 32 in series by way of pipe H2 and H3 it is delivered by said pipe H3 to the economizer H4, the function oi which is to economize in the use of the high pressure hydraulic fluid.

`Attention is now directed 'particularly Fig. 7

' of the drawings, andto the construction of the economizer H4. The function of this economizer is to multiply the effective volume of the high pressure hydraulic fluid required to take up the slack in the braking mechanism 39 and reserve for substantially direct action in which the hydraulic fluid under high pressure is employed in a one to one ratio to the doing of work which requires the relatively high pressure hydraulic fluid. That is, the effective Volume of the high pressure hydraulic fiuid is multiplied, for example, in a ratio of five to one for taking up the slack in the braking mechanisms 39 after which the hydraulic fluid under high pressure, which, of course, is controlled by one of the valves 32, is effectively directly applied to said braking mechanisms 39.

Attention is now directed particularly to Figs. 7 and 11 of the drawings, which disclose in detail the structure of the economizer I I4. Said economizer comprises a square casing 55 having a cylindrical interior, and provided with a rear head plate |56 and a front head plate |51 which head plates |56 and |51 are attached to the casing |55 as by screws |58 and |59, respectively.

Within the cylindrical interior of the casing |55 is a piston |60 provided with a central recessed portion |6|. The piston |60 is urged to the right, as viewed in Fig. 1, by a relatively weak coil spring |62. The head plate |51 is provided with an integral cylindrical portion |63 which extends into the cylinder |55 and within which is a sliding piston |64 one end of which abuts the recessed portion |6| of the piston |60 and the other end of which extends into a chamber |65 formed in the cylindrical portion |63 of the head plate |51. The pipe ||3 threads into an opening |66 in the head plate |51 which opening is connected by a bore |61 to the chamber |65.

The previously mentioned pipe I I5 which leads directly to the feed pipe 49 connecting the two hydraulic jacks 45 in parallel is received by a threaded opening in the rear head plate |56.

'Ihe interior of the casing |55 to the left of the piston |60 is always lled with hydraulic fluid which is normally under very low pressure insu'cient to expand the hydraulic jacks 45. When hydraulic fluid under pressure having a value determined by the position of handle I I6 of one of the control valves 32 is supplied to pipe |I3 it is conducted through opening |66 and bore |61 to chamber |65. This hydraulic fluid then acts on piston |64 which has a much smaller area than piston |60, the ratio of which areas may be anything desired, for example, from one to two to one to ten, and in the illustration given, it is approximately one to five.

It is thus evident that the volume of high pressure fluid employed to move the piston |60 will be in the ratio of one to five to the volume of relatively low pressure hydraulic uid delivered from the cylinder 55 to the left of piston |60 to the pipe ||5. This relatively large volume of hydraulic fluid is employed to take up all the slack in the braking mechanisms 39 and to begin the application of friction on the wheels 24 through the shoes 40. In general, however, this braking action will be relatively small and insufficient to effect the necessary braking action to reduce the speed of the vehicle or stop it.:

accumulator ,62 through pipe the piston |64., Under these conditions a very small volume of high pressure fluid is necessary to effect the ultimate and effective braking action and this is effected by a direct feeding of the hydraulic iiuid under high pressure in the pipe |I3 to the pipe ||5 over a path now to be described.

By reference particularly to Fig. 11 of the drawings, it will be seen that the opening |66 communicates with a chamber |68 in which there is a tapered cone check valve |69 which controls the flow of hydraulic fluid to a chamber |10 ,which connects to a by-pass pipe |1| (see Fig.

3), leading to aforementioned pipe ||5. The check valve |69 is provided with an elongated stem |12 which seats on an adjustable plug |13 which may be reached for adjustment by a chamber |14 normally closed by a set screw |15.

The adjusting plug |13 is so adjusted that the check valve |69 when in its closing position, as illustrated in Fig. l1 of the drawings, does not make an absolute seal between the chambers |68 and |10, but provides a very small area passageway so that normally there will be practically no flow of fluid past this check valve since the fluid can flow relatively freely by way of bore |61 into the chamber |65. However, when the piston |60 is moved as far as itI can under the influence of the piston |64, the pressure in the chamber |65 will, of course, reach the pressure in the pipe ||3 and this is a relatively high pressure. Thereafter a small amount of high pressure fluid suflicient to effect a required operation will flow directly from opening |66 to chamber |68 thence to chamber |10 by way of the small opening provided by check valve |69 into pipe |1| and pipe ||5 which leads directly to the feed pipe 49 of the two hydraulic jacks 45. Thus the high pressure in the pipe ||3 at whatever value it is adjustably determined by whichever control valve 32 is in operation isapplied directly to the hydraulic jacks after the slack has all been taken out of the braking mechanisms 39.

After the brakes have been applied it is, of course, evident that they will be locked in the applied position so long as the handle ||6 associated with the control .valve 32 which is being employed, is not moved. When, however, the handle ||6 is moved to the drain position the pipe I I3 is connected to the drain pipe |29 either directly or by way of the pipe ||2, and the piston |60 is then returned to its normal position, as illustrated in Fig. 7, under the influence of the coil spring |62 and the hydraulic fluid which is to the right of said piston |60 is fed by way of bore |16 and check' valve |11 which is formed in the front head plate |51, to said pipe 3 and ultimately to the sump 58.

In addition to the structure above pointed out, it is also to be noted that as the piston |66 moves to the left from the position illustrated in Fig. 7, oil under very low pressure is drawn into the right end thereof by way of a pipe 18 which. as best seen in Fig. 3 of the drawings, connects the bottom of the accumulator 62 with a chamber |19 in said head plate |51 which com-l municates with the interior of cylinder to the right of cylinder by Way of bore |80 (see Fig. 11), under the controlof check valve |8|.

As hereinafter described, the economizer ||4 is preferably positioned physically belowthe accumulator 62 so that under the action oft gravity the lhydraulic fiuid will ow freely from said |18 past check valve |8| into chamber |19 and bore |80 into the cylinder H55 to the right of piston i6@ Whenever said piston i60 is moved to the left, as aforedescribed. Reverse movement of the piston 50 feeds the hydraulic fluid to the right thereof back into the pipe i i3, as aforedescribed.

Attention is now directed particularly to Figs. l and d of the drawings, and to the physical structure of certain other elements of the .hydraulic braking system. It is to be noted that the reservoir &3 is formed between the downwardly extending ilanges of a transverse channel M32 which extends transversely of the ldcomotive along the center thereof and between the side plates 2l, 2l from which it is supported by brackets i183, H83 to which the channel it@ is attached by screws ltd, i943.

Mounted upon the channel lBZ is an electric driving motor 085 which drives the pump El@ which is mounted upon a base it@ forming a part of the sump 5B. The base "it also is provided with an oil receiving pipe itl having a removable breather cap lii, which pipe itl is adapted to receive hydraulic fluid or oil to replenish that lost in the system.

Also mounted upon the channel W2 is the aforementioned accumulator t2 below which and suspended from said channel i182 by' bracket means it@ is the aforementioned economizer i id. It is to be particularly noted that this mechanism requires a relatively small amount of space and the parts are compactly positioned between the side walls 2i of the mine locomotive and in addition are fully protected by the mine locomotive cover plate itil. Y

Attention is now directed particularly to Figs. 14 to i9, inclusive, of the drawings, in which there is illustrated a modified form of hydraulic braking system as applied to a dierent vehicle, illustrated as a truck, though the system may be employed with other vehicles, such as heavy automobiles, tractors and the like. The truck illustrated comprises a main frame 200 supported upon a pair of front wheels 2M and a pair of rear wheels 202through leaf springs 2M and 2045, respectively. The truck is provided with the conventional motor 205 which drives the rear wheels 202 through a gear transmission 206, drive shaft 201 and differential 208. The truck also is provided with a body 209 for carrying material and an operators cab 2I0 adjacent which are the usual control mechanisms including a steering glheel and manual or foot operated brake pedal Below the cab 2|0 and supported by the side members of the frame 200 is a channel 2I31 on top of which is supported the accumulator 62 of the hydraulic system and on the bottom of which is suspended the economiser H4. The hydraullc control system for the truck is disclosed in Fig. 19 of the drawings and itis to be understood, except. for the differences which are specically pointed out, the power operated hydraulic system corresponds to the system above described. In

. other words, Fig. 19 shows generally the system of Fig. 3 adapted to self-propelled trucks instead.

asenese In addition, th'e lever llt' is not provided with any balls similar to the balls M5 and ld and the signal mechanism, including the adjusting plate lil, is omitted.

rIhe lever liti' of the control valve 32' is controlled by the manually operable foot pedal it which is' pivoted at 2id to the truck frame 2d@ through an integral arm 2l@ which carries a roller 2 il about which is reeved a cable 2id, one end of which is attached to the upper end of the lever llt' and the other end of which is attached to a pivoted arm 2 l Si of a, manually operable hydraulic fluid braking cylinder designated generally by the reference character 226i.

The arm 2id is pivoted at 22E to a bracket 22 carried by said master cylinder 22@ and is biased by a relatively strong spring 223 to the position illustrated in Figs. 16 and 17 of the drawings. The springs 2id and 223 are so related that upon operation of the brake pedal 212 the lever iid is first moved to the full on position which is the dotted line position illustrated in Fig. 16 of the drawings, at which position the roller 2li is in the position illustrated by the dotted circle 2li'. Up to this position of adjustment the arm 2id is not moved from its normal position. It is thus evident that the power operated hydraulic system is thrown into full operation without any edect being produced on the manually operable hydraulic braking system.

However, in case of a failure in the power operating system due to any cause, further movement of thegbrake pedal 2li which results in movement of the'roller 2li from the position of dotted circle 2H' to the position of dotted circle 2li" is effective to produce swinging movement of the arm 2&9 to bring into operation the manually operable hydraulic system including particularly the master cylinder 22d. That is, whenever arm 2l@ is swung clockwise from the position illustrated in Figs. i6 and 17 of the drawings, it is eiectiveto move the operating pistonV 224 to the left through the mechanical linkage 225 pivoted to the bottom of the arm 269, which piston 22d' moves in a cylinder 228 formed in the bottom and the casing 221 of the master cylinder 220 vwhich also includes a reservoir 228 which' is maintained lled with hydraulic liquid by virtue of a pipe 228 connected to the bottom of the reservoir or sump 58.

It is, of course, evident that movement of the piston 224 past the port 230 in the bottom of reservoir 228 is effective to trap hydraulic iiuid in said cylinder 226 and to force it through a control valve 23| into the pipe 232 which is directly connected to the aforedescribed feed pipe 49 through a check valve 233 which prevents reverse flow of uid through said pipe 232.

It may be pointed out that the master cylinder 220 is per se of standard design employed in hydraulic control braking systems for automobiles and therefore needs no detailed description of the individual parts.

It may additionally be pointed out that in t'h'e apparatus and system of Figs. 14 to 19, inclusive, the feed pipe 49 feeds four hydraulic piston motors 234A of a structure common to hydraulic braking systems ofA automobiles, one of which is seen in Fig. 18 of the drawings, it being understood that there will be one such piston motor 234 associated with each wheel 20| and 202 of the vehicle.

Briefly described, the braking mechanism associated with each piston motor' 234 comprises brake shoes 235 associated with a brake drum 235 which is rigidly attached to rotate with a wheel or 202, the brake shoes 235 being urged to brake releasing position by a coil spring 231 which also urges the piston motor 234 to its contracted position.

In the operation of the vehicle and the system disclosed in Figs. 1 to 13 of the drawings, which, as illustrated, is a mine locomotive but which may be some other type of vehicle, it is evident that the. braking mechanisms 39 on the opposite sides of the vehicle associated with the wheel-s 24 may be operated either manually through the operating mechanisms, including hand wheels 33,

or they may be operated by a power hydraulic system and either operation may be eifected from either end of the vehicle.

'I'he operation by which the brakes are manually applied by controlling the hand Wheels 33 is believed obvious from the above description. Brieiiy described this operation includes the rotation of either hand wheel 33 to' swing one of the levers 42 associated with' each braking mechanism 39 rearwardly about the pivot point thereof found at its bottom which simultaneously applies all of the brake Shoes 40 to the four wheels 24, Likewise, the power operated hydraulic control is provided for operating the two braking mechanisms 39 simultaneously from either end of the vehicle by controlling either one of the control valves 32 while the, other is in its full on vposition (Fig. 8) to which it must be adjusted to permit removal of the single operating lever H6 which is employed with the two control valves 32.

Assuming that the vehicle is traveling along the rails of th'e mine track and it is desired to apply the brakes, the operator merely moves the handle H6 from its normal drain position, which is the extreme right hand position, as viewed for example, in Fig. 8` of the drawings, in a clockwise direction. The pressure applied to the hydraulicpiston motors or jacks 45 is adjustable to any value between zero and the maximum available pressure in accordance with' the setting of the lever H6 so that the braking action on the wheels 24 may be set at any desired value and the braking action may be maintained at this set value. Furthermore, the brakes may be readily released by returning the handle H6 to the drain position or they may be set and locked with any pressure exerted on the wh'eels`24.

The accumulator 62 is effective to maintain a reserve supply of hydraulic fluid under high pressure which is available even though the pump 59 has stopped and this is particularly important.

in connection with a mine locomotive for in case of a failure of power or in case a trolley 29 jumps off of the lpower line, the hydraulic brakes will not be rendered inoperative. Furthermore, in case of any accident which rendered the pump 59 inoperative there is still available a suiilcient supply of hydraulic fluid under pressure to operate the brakes for a number of times, thus insuring that the vehicle can be stopped even under the most adverse conditions.` It is, of course evident that as a nal precaution the mechanical brakes are always available in case the hydraulic system fails completely.

Furthermore, the economizer H4 operates automatically to take up all the slack in the brake mechanisms 39 with a; minimum consumption of hydraulic fluid which is under high pressure and this conserves appreciably the hydraulic fluid under high pressure. It is, of course, evident that the economizer H4 may be omitted if this economizing yfeature is not desired or the ratio of operation thereof may be adjusted to any desired value depending upon the sensitivity desired and the' amount of conservation of high pressure hydraulic uid also desired.

If the economizer H4 is omitted, the piping diagram as illustrated in Fig. 20 results. Here the pipe H3 leads directly to feed pipe 49 and pipe |18 is omitted, its receiving hole in head B5 being plugged.

The operation of the system of Fig. 19 is generally similar to that above described but in this case the power operated hydraulic system is normally the only one employed and the brakes will normally always be operated by it due to the fact that control valve 32 will be operated to full open position before the master cylinder 220,

which is manually controlled-by direct action of the brake pedal 2 I2, is brought into play. However, in case of any failure in the power operated hydraulic system, the brake 2I2 during the last portion of its stroke acts as the conventional manually operable hydraulic braking system to apply the brakes. This, of course, provides a safety feature in case of anything going wrong with the power operated hydraulic system.

It may be additionally pointed out that in the system of Fig. 19 the check valve 233 and the check valve which is formed by the ball (see Fig. 5), and the small spring 95 associated with it, insure the proper operation of the power operated hydraulic system and the manually operated hydraulic system in feeding hydraulic fluid to the feed pipe 49, which, of course, is common to both of them. That is, when the power operated system is operated to feed hydraulic fluid to feed pipe 49, check valve 233 prevents any ow of this hydraulic iiuid reversely through the pipe 232 and whenever the manually operated hydraulic system is brought into play the check valve formed by the ball 95 and spring 9B prevent the hydraulic fluid in pipe 49 flowing reversely through 'the pipe W9. It is for this reason that the spring 96 is provided.

It is thus evident that I have provided a vehicle with combined mechanical and power operated hydraulic brake operating mechanisms which are very flexible in operation, insure a high degree of safety and yet which are ,relatively simple in construction.

In Fig. 21 of the drawings I have illustrated an important modification of my invention in which two vehicles, which are here represented as my locomotives, are connected in tandem and are controllable by an operator on either of them to apply the brakes to both of them. The hydraulic system for this modificationis illustrated in Fig. 22 'of the drawings. As illustrated, each of the locomotives is provided with a single control valve 32 adjacent one end thereof. By reference, particularly to Fig. 22 of the drawings, it is of course evident that only a single high pressure accumulator 62, pump 59 and associated mechanism of the hydraulic system is provided, all of it being situated on one of the mine locomotives as illustrated. They are situated on the mine locomotive illustrated at the right in Fig. 21 and the vertical dot and dash line of Fig. 22 indiv ffl-H3 and l29 extend between the two vehicles. 'I'hey are therefore flexible, at least in part, and

are provided with coupling means so that they may be connected and disconnected to permit removal of the coupled relation of the two locomotives. Furthermore, associated with the righthand locomotive is a closure valve 2t@ for closing line H2, a closure valve 2t! for closing line 829 and a three-way valve tt which, in its normal position, provides the continuity of the conduit M3 between the two locomotives and which may be adjusted to connect conduits M2 and itt by way of by-pass 21213 whenever the locomotives are disconnected. In case of such disconnection, valves ttt and tti are closed, they being normally opened when the locomotives are connected and conduits H2, i it and t2@ coupled together. It is evident that in Fig. 22 of the drawings only the brake mechanism on one side Ici each locomotive is illustrated, but it is ci course to be understood that the brake mechanism on the other side is connected in parallel.

In the operation of the tandem vehicle arrangement of Figs. 21 and 22 it is manifest that the brakes may be applied on both vehicles while being controlled from either of them. If desired, one of the control valves t2 may be eliminated, in which case the control would be restricted to one of the vehicles. An illustration of this type of 'system might be where the two vehicles comprised a truck and a trailer or a truck and a series of trailers, there being hydraulic brakes on the truck and the trailer or trailers, all controllable from the operators cab on the truck. In such a case, only the conduit H3 would have to extend between the several vehicles.

It is of course to be understood that the hydraulic system may be extended to more than two vehicles and the controls may be on one or more of said vehicles, it being simply necessary to continue the system by connecting the control valves 32 in a series.

In Fig. 23 of the drawings I have illustrated a further modification of the hydraulic system which is to be understood as applicable to any of the hydraulic systems indicated. I have here illustrated the pump S of the hydraulic system as connected to and driven from the wheels of the vehicle. This arrangement insures the presence of hydraulic iiuid under pressure in case of movement of the vehicle and precludes the possibility of a dangerous situation which might arise in case the motor which drives the pump of the hydraulic system becomes inoperative. As here illustrated, the shaft 26 is directly connected to the pump 59 by way of a chain and sprocket drive mechanism 244.

Obviously those skilled in the art may make various changes in the details and arrangement of parts without departing from the spirit and scope of the invention as dened by the claims hereto appended, and I therefore wish not to be restricted to the precise construction herein disclosed.

Having thus described and shown an embodiment of my invention, what I desire to secure by Letters Patent of the United States is:

1. A hydraulic fluid pressure braking system comprising the combination with a hydraulic uid pump, of a hydraulic fluid pressure accumulator comprising means for storing hydraulic iiuid and maintaining it available under pressure, mechanism operable to cause said pump to accumulate said fluid in said accumulator whenever it is operating and said accumulator contains :duid below a predetermined amount therein under pressure and to provide a no-load by-pass for said pump whenever said pump is operating and said accumulator contains said predetermined amount of iiuid, operable mechanism, and valve means for controlling a new of hydraulic iiuid from said accumulator to said operable mechanism.

2. In a hydraulic system, the combination with hydraulically operated brake mechanism, of means for supplying hydraulic uid to said brake mechanism comprising mechanism for supplying hydraulic fluid under pressure, and means to economizein the use of hydraulic fluid supplied thereto from said supplying mechanism comprising an economiser mechanism having a hydraulic iiuid output and constructed and arranged to deliver a larger volume of hydraulic fluid to said brake mechanism than is delivered to it by said supplying means until the slack in said brake mechanism is taken up.

3. In a hydraulic fluid pressure braking system, the combination with a source of hydraulic luid under high pressure, of hydraulically operated braking mechanism, means for operating said braking mechanism by hydraulic iluid from said source comprising mechanism to economize in the use of said hydraulic uid under high pressure and constructed and arranged to receive hydraulic fluid from said source of hydraulic iluid under high pressure and to deliver hydraulic uid in a greater volume and lower pressure to said brake mechanism until the slack in said brake mechanism is taken up.

d. In a hydraulic brake system, the combination with a source of hydraulic fluid under Vhigh pressure, of brake mechanism, mechanism for operating said brake mechanism by hydraulic fluid from said source while economizing in the use thereof comprising a relatively large diameter cylinder lled with hydraulic iluid under low pressure, conduit means connecting the output of said cylinder to said brake mechanism, a relatively large piston in said cylinder, a smaller cylinder connected to said source of hydraulic luid under high pressure, piston means therein constructed to actuate said relatively large piston to force hydraulic uid from said large cylinder ,to said brake mechanism when actuated thereby said slack is taken up.

5, In a hydraulic braking system, the combination with a source of hydraulic uid under.

pressure, of brake mechanism, mechanism for operating said brake mechanism with uid from said source comprising an economizer receiving hydraulic fluid from said source of hydraulic fluid under pressure and having means therein constructed and arranged to supply hydraulic fluid to said brake mechanism under pressure below that supplied by the liquid from said source l until a predetermined resistance to further 'movement is created after which hydraulic uid is supplied to said brake mechanism at a higher pressure.

6. A braking system for vehicles comprising the combination with a hydraulic uid econol mizer includinga cylinder adapted to receive and discharge hydraulic fluid, of a piston in said cylinder, a small cylinder and piston formoving said first piston, and means constructed and arranged to suppl-y hydraulic fluid to said smaller cylinder and piston to move said rst piston until a predetermined resistance to movement is encountered by said first piston after which hydraulic fluid is supplied directly to said first piston to" effect further movement thereof.

7. A braking system for vehicles comprising the combination with a hydraulic fluid economizer including a cylinder adapted to contain hydraulic fluid, of a piston therein, front and rear head plates on said cylinder, a fluid outlet in said rear head plate and a fluid inlet in said front head plate, a cylinder having a smaller area than said first mentioned cylinder, piston means in said smaller cylinder operative when actuated to urge said first piston toward said rear head plate, means constructed and arranged to maintain said first cylinder. filled with hydraulic fluid on both sides of said first piston, and means constructed and arranged to move said first piston by supplying hydraulic fluid to said second cylinder until a predetermined pressure is realized on the outlet side of said first piston and thereafter supply hydraulic fluid directly to said fluid inlet in said head ranged to multiply the effective volume of hy- C draulic fluid to move said piston until a predetermined pressure is present thereon after which the said hydraulic fluid is applied thereto in one-to-one ratio.

9. In a hydraulic braking system, the combination with a source of high pressure hydraulic liquid, of a hydraulic liquid pressure accumulatoi` fed thereby, brake mechanism, valve means for controlling a flow of hydraulic liquid from said accumulator to actuate said brake mechanism, and mechanism interposed between said accumulator and said valve means con-l structed and arranged to effect a delivery of substantially constant pressure hydraulic liquid to said valve means.

10. A hydraulic pressure accumulator including a cylinder, a piston therein, means biasing said piston toward one end of said cylinder, a feed conduit leading to the other end of said cylinder, and by-pass mechanism in the other end of said cylinder operable to by-pass opening position when said piston is moved against said biasing means a predetermined amount.

ll. A braking system for vehicles comprising the combination with a pressure accumulator and regulator including a container, of biased piston means therein, inlet and outlet pipes leading to and from said container, and mechanism constructed and arranged to maintain a substantially constant fluid pressure at said outlet pipe as said inlet pressure varies.

12. A braking system for vehicles comprising the combination with a variable pressure hy draulic fluid control valve, including a casing having an inlet and an outlet for hydraulic fluid with a passageway connecting said inlet and outlet, of a spring pressed piston in said passageway for controlling the fluid flow from said inlet to said outlet, and adjustable means acting `through a mechanical connection to said spring pressed piston to control the fluid pressure at said outlet.

13. A braking system for vehicles comprising the combination Wtih a hydraulic control valve including a body having a cylindrical bore, fluid inlet, outlet and drain ports leading to said bore, of' a control piston adjustable in said bore to regulate the hydraulic fluid flow from said inlet port to said outlet port or to said drain and to shut off 'said inlet port, one head of said piston being subjected to the pressure at said inlet and the other head thereof being subject to the pressure at said outlet, spring means pushing on said other head, and adjustable operating mechanism for varying the pushing force of said spring means.

14. A braking system for vehicles comprising the combination with a hydraulic control valve including a body having a cylindrical bore, fluid inlet, outlet and drain ports leading to said bore, of a control piston adjustable in said bore to regulate the hydraulic uid flow from said inlet port to said outlet port or to said drain and to shut off said inlet port, one head of said piston being subjected to the pressure at said inlet and the other head thereof being subject to the pressure at said outlet, spring means pushing on said other head, and another piston in said bore at the oher end of said spring means one end of which is subject to the pressure at said inlet and the other to the pressure at said outlet and operative* to counterbalance the forces on said operating mechanism.

15. In a hydraulic braking system for vehicles, the combination with a source of fluid pressure, of hydraulic brake mechanism, a controlling Valve, a supply line leading from said source to one end of said valve, a pressure line leading from the other end of said valve to said hydraulic brake mechanism, a plunger, a spring between said Vplunger and that end of said valve connected to the Pressure line, and manually operable mechanism for actuating said plunger to compress said spring to move said valve to closed position to cut off the supply line from a passageway to said pressure line, said manually operable mechanism being movable to selected positions to adjust the tension of said spring for action on said valve against the pressure in the supply line, the construction and arrangement being such that pressure in the pressure line may be varied independently of the pressure in the `supply line in accordance with the selected position of the manually operable mechanism, the valve being opened automatically by pressure in the supply line when the tension in the spring is decreased to a certain extent and the valve being automatically closed when the predetermined pressure in the pressure line is reached.

16. In a hydraulic system, the combination with a hydraulic fluid pump, of a. hydraulic fluid pressure accumulator comprising means for storing hydraulic fluid and maintaining it available under pressure, a supply pipe for directing liquid from said pump to said accumulator, a check valve in said pipe opening toward said accumulator, and means operable when said accumulator contains a predetermined amount o'f liquid under pressure to automatically establish a noload by-pass for the pump while the latter continues to operate.

17. A variable pressure hydraulic fluid control flow oi liquid from said inlet along said passageway to said outlet, a spring acting on said check valve tending to close the same, a, piston extending into said passageway and engaging said ball check valve, an additional piston'spaced from said first-named piston but connected thereto to move therewith, a second spring mounted in a closed chamber between said pistons and acting only on the second-named piston tending to move the first-named piston away from said hall checlr valve, a third spring mounted to act on the other end of said second-named piston in a chamber communicating directly with said inlet independently of said ball check valve, and means for adjusting the position or" the third spring in its chamber to vary the tensions of the second and third springs tc such valves as to limit the hy draulic pressure in the passageway between the inlet and outlet, the construction andi arrangement being such that when the pressure in said passageway is below said limit the hydraulic pres-= sure from the inlet will eect opening of the check valve but when the pressure in said passageway has been built up to said limit said valve will automatically close whereupon the pressure from the inlet on the check valve will loe balanced by the pressure from the inlet on said third piston and resultant spring pressure on the hall valve plus the back pressure thereon holds the same closed.

18. A variable pressure hydraulic Huid control valve mechanism, inclug means aording an inlet port and an outlet port with e passageway between the same, of a ball check 'valve for con accesso posite to that receiving hydraulic pressure and tending to eect movement of the rst-named piston away from said ball valve, an additional spring acting on the hydraulic pressure end of said second-named piston in opposition tothe rst-named spring, and means for adjusting said second spring to vary the tensions in both so that the resultant Apressure ofthe springs shall be approximately equal to .a predetermined pressure in the nrst-named passage multiplied by the difierence between the area of the inlet port and the area of the rst-nanied piston so that the pressure in the first-named passageway may ice limited to a predetermined value equal to or below the hydraulic pressure in the inlet and said second-named passageway, said ball check valve loeing automatically closed when such predetermined pressure in said mst-named passageway is reached.

19. A hydraulic control valve including a casing having an inlet and an outlet for hydraulic fluid, a passageway connecting said inlet and outlet, a piston in said passageway ior controlling fluid ovv from said inlet to said outlet, spring means urging said piston to valve closing position, and manually adjustable means acting directly on said spring means for varying its effective force on said piston.

ROBERT K. 

